EP3536576B1 - Procédé et dispositif de régulation de comportement dynamique d'un véhicule, produit-programme d'ordinateur correspondant et véhicule - Google Patents

Procédé et dispositif de régulation de comportement dynamique d'un véhicule, produit-programme d'ordinateur correspondant et véhicule Download PDF

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Publication number
EP3536576B1
EP3536576B1 EP18160709.4A EP18160709A EP3536576B1 EP 3536576 B1 EP3536576 B1 EP 3536576B1 EP 18160709 A EP18160709 A EP 18160709A EP 3536576 B1 EP3536576 B1 EP 3536576B1
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Prior art keywords
vehicle
signals
user
indicative
calculating
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German (de)
English (en)
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EP3536576A1 (fr
Inventor
Antonio EPIFANI
Alessio FIGURETTI
Alessandro Pini
Stefano ROMERI
Elisabetta SILVA
Massimiliano TABURRI
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Stellantis Europe SpA
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FCA Italy SpA
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/082—Selecting or switching between different modes of propelling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/08—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to drivers or passengers
    • B60W40/09—Driving style or behaviour
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0062—Adapting control system settings
    • B60W2050/0075—Automatic parameter input, automatic initialising or calibrating means
    • B60W2050/0095—Automatic control mode change
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • B60W2050/146—Display means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B60W2520/105—Longitudinal acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/12—Lateral speed
    • B60W2520/125—Lateral acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B60W2540/103—Accelerator thresholds, e.g. kickdown
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B60W2540/106—Rate of change
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/12—Brake pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/16—Ratio selector position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/18—Steering angle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/215—Selection or confirmation of options
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/22—Psychological state; Stress level or workload
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/26—Incapacity
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/30—Driving style
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2555/00—Input parameters relating to exterior conditions, not covered by groups B60W2552/00, B60W2554/00
    • B60W2555/20—Ambient conditions, e.g. wind or rain
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/84—Data processing systems or methods, management, administration

Definitions

  • the present invention relates to managing a vehicle behaviour based on a driver's driving style and needs.
  • vehicles can be equipped with one or more drive modes, with the object of modifying the dynamic behaviour of the vehicle when there is a request from the driver, for example, by pressing a button that activates one or more of these drive modes.
  • the drive modes can comprise:
  • the selection of a drive mode is carried out manually, i.e. it is the driver himself who activates one or the other drive mode, based on his needs.
  • the manual solution may not be desired by the driver, who must actively interface with a predetermined choice of drive mode.
  • a method for controlling the dynamic behaviour of a vehicle according to the preamble of claim 1 is known from document US 2013/0166121 A1 .
  • Another solution in this field is known from document US 2014/0350789 A1 .
  • the object of the present invention is that of providing a method and a device that make it possible to adapt the behaviour of the vehicle to the driving style and to the driver's needs, on the basis of the behaviour of the driver.
  • the present invention therefore has the object of automatically changing the drive mode of the vehicle, without the need for the driver to actively operate on this choice. This allows the dynamic behaviour or the vehicle setup to be changed in the most appropriate manner and in a manner closest to the driver's intentions.
  • the method according to the invention can adapt the driving of the vehicle continuously, i.e. by modulating control signals of one or more actuators continuously and non-continuously, passing discretely, for example, between the "high efficiency", "normal” and “sport” modes.
  • an object of the invention can be providing a "robust" method for managing the behaviour of the vehicle, which also allows managing optionally a noise (here to be understood in its typical sense of the theory of the signals, i.e. as "disturbance”) generated by the vehicle and/or by the driver.
  • a noise here to be understood in its typical sense of the theory of the signals, i.e. as "disturbance”
  • the action of a driver who presses fully on the accelerator could be considered as a desire to switch to a sport drive mode; however, if this occurs after a long period in which the vehicle has maintained a constant cruising speed, it is likely that this action does not correspond to that desire (for example, it could correspond to the need to carry out an overtaking action, and then return to the previous cruising speed) and that, therefore, this action can be considered as a noise signal.
  • the invention relates to a method for controlling the dynamic behaviour of a vehicle comprising the steps of claim 1.
  • the invention also relates to a device, a computer program product and a corresponding vehicle.
  • the method can refer to an Adaptive Drive Mode, or ADM.
  • ADM Adaptive Drive Mode
  • the method according to the invention may comprise calculating an ADM index, which can provide a real-time estimate of the driver's behaviour and context, through a plurality of input signals.
  • These input signals comprise one or more of the following:
  • the processing unit calculates an ADM index, which allows adapting one or more output signals used to control one or more actuators, e.g. vehicle components.
  • the ADM index can be used to adapt one or more of the following:
  • the engine control and the gear shift logic can result in a more responsive and faster vehicle or a vehicle orientated to save fuel.
  • the method according to the invention can be implemented within a control unit connected to at least one car network (e.g., CAN) and can receive the plurality of input signals previously discussed and/or, in general, input signals that can be used to (consistently) identify the driving style required by the driver.
  • a control unit connected to at least one car network (e.g., CAN) and can receive the plurality of input signals previously discussed and/or, in general, input signals that can be used to (consistently) identify the driving style required by the driver.
  • the ADM can represent a vehicle default mode; however, when required, the driver can manually select the activation of a drive mode among those available.
  • the calculation of the ADM index is exemplified.
  • This index 10 varies continuously on a scale and between two ends, indicative of an ecological driving style and of a sport driving style, respectively: for example, the drive index 10 can vary between an ecological lower end, for example, represented by the null value 0, and a sport upper end, for example, represented by the value 100.
  • the drive modes can be multiple, however, in the present embodiment, three drive modes are exemplified, which can be identified by three sub-ranges of the drive index 10: a first interval 0-X, which can represent an ecological drive mode, an X-Y interval, which can represent a normal drive mode and a Y-100 interval, which can represent a sport drive mode, where the values X and Y are predetermined values, comprised between 0 and 100, with Y greater than X.
  • transition between one mode and another can occur discretely after a certain calibratable time, however, it is possible in one or more embodiments to provide a continuous modulation of the drive modes, and therefore, it is possible to provide a plurality of hybrid modes and a non-discrete change between one mode and another.
  • the drive index in the present embodiment is represented according to the previously described conventions, it is possible to envisage the case in which the upper end is represented by an ecological driving style, and the lower end is represented by a sport driving style.
  • the drive index 10 can vary as a function of a plurality of signals, for example:
  • the normalized signals 16 can be used to better understand the driving context: for example, it is possible to have the accelerator pedal fully pressed (100%), and zero longitudinal acceleration. This does not identify a sporting manoeuvre, but rather a fully loaded situation such as a very challenging climb.
  • the input signals 12, present on the car network and indicative of the driver's driving style can be processed by means of at least one processing block, i.e. the input signals 12 can be processed by at least one of the following:
  • the output signals from the derivative 18, integrator 20 and level 22 blocks can be summed in a first summing block 24, the output of which can represent a contribution 100 of a respective input signal 12 to a sum (with sign) of the drive index.
  • the contribution 100 can be added to the drive index, as it may indicate the driver's intention to enter into the sport drive mode, which can be represented by the upper end 100.
  • this convention can be modified, and therefore, it is possible to vary the value of the drive index by a value equal to the contribution 100 in the direction of the end represented by the sport mode. Below, the same convention will be used, and therefore:
  • a second summing block 26 can, therefore, receive the contribution 100 as an input from the output from the first summing block 24 and subtract from it a corrective factor, at the output of a reduction block 28.
  • the corrective factor can be calculated if one or more detected event signals 14 are present or one or more flags 220 are absent.
  • This evaluation can be performed in an OR logic gate 27, and the output of the OR gate 27 can represent an enabling signal for calculating the corrective factor in the reduction block 28.
  • the reduction block 28 can receive one or more signals 17 at the input, used to calculate a plurality of partial corrective factors, which can be added together and can represent the corrective factor at the output of the reduction block 28.
  • the signals 17 at the input of this block 28 can comprise:
  • the corrective factor can, therefore, depend on the current drive mode (Eco/Normal/Sport) and on the presence of the signals 17; moreover, the corrective factor can be calibrated according to the type of application and the final result to be achieved.
  • the corrective factor can take into account the absence of actions performed by the driver (thanks to the presence of one or more flags 220) and/or the detection of sporadic events (thanks to the signals 14), such as, for example, activation of the ADAS or the presence of an anomaly on the vehicle, which can result in a more or less rapid decrease in the drive index 10 (or rather, a variation towards the ecological end in the present embodiment).
  • Figure 2 represents a block diagram of a first processing circuit block 1, represented by a dashed line in Figure 1 .
  • the first processing circuit block 1 can receive the input signal 12 at its input and can return the contribution 100 and a signal indicative of the flag 220.
  • Figures 2 and 3 for simplicity and ease of understanding, the same references used in Figure 1 are used to indicate the same components and signals.
  • the signal of the position of the pedal 12 can be normalized in a block 222, and can be multiplied, in a first multiplier block 224, by a plurality of signals indicative of operating conditions 16, for example, a normalized engine speed signal 160, a normalized longitudinal acceleration 162 and a normalized engine torque 164.
  • the output of the first multiplier block 224 can be weighted by a first value, which can be calibrated in a first weighting block 226; finally, the output of the first weighting block 226 can represent a first input of the first summing block 24, and the output of the level block 22.
  • the signal of the position of the pedal 12 can be integrated and normalized in a block 202, and can be multiplied, in a second multiplier block 204, by a plurality of signals indicative of operating conditions 16, for example, the normalized engine speed signal 160, the normalized longitudinal acceleration 162 and the normalized engine torque 164.
  • the output of the second multiplier block 204 can be weighted by a second value, which can be calibrated in a second weighting block 206; finally, the output of the second weighting block 206 can represent a second input of the first summing block 24, and the output of the integrator block 20.
  • the derivative block 18 may not be present in the processing, however, in one or more embodiments, it is possible to implement a derivative block 18 having components analogous to those of the integrator block 20.
  • an input signal at the derivative block 18 can be derived and normalized, and can be multiplied by a plurality of signals indicative of operating conditions 16.
  • the multiplied signal can be weighted by a third calibratable value; and the weighted signal may represent a third input of the first summing block 24, as well as the output of the derivative block 18.
  • the normalized signal 12 can be compared, in a comparison block 228, with a threshold value, for example, the zero value 0. In particular, if the normalized signal 12 has a different value from the zero value, the flag 220 can be set.
  • the output signals at the first processing circuit block 1 exemplified in Figure 2 can therefore be the following:
  • FIG 3 a possible embodiment of a second processing circuit block 2 is exemplified, which can be exemplified by a dotted line in the right-hand portion of Figure 1 .
  • the second processing circuit block 2 can receive a plurality of input signals:
  • additional input signals 200 may be present at the second processing circuit block 2, for example:
  • the contributions represented by the activation flag 220 and by the one or more signals 140, 142 can be evaluated by the OR logic gate 27 and, if at least one of these signals has a value that indicates, respectively, the absence of set flags, the activation of an ADAS or the presence of an anomaly, the calculation of the corrective factor can be enabled in the reduction block 28: in fact, the output of the OR logic gate 27 can comprise the enabling signal of the reduction block 28.
  • the reduction block 28 can receive one or more signals 17, as previously described, and produce the corrective factor as a function of the signals.
  • the remaining contributions, discussed above, can be added algebraically to each other in the second summing block 26. Also in the second summing block 26, the corrective factor can be subtracted from the sum of the contributions.
  • the output of the summing block 26 can comprise, in one or more embodiments, an increase ⁇ 10 of the drive index 10. This increase ⁇ 10 can be added, in a third summing block 30, to a past value of the drive index 10', which may have been memorized. Finally, an output at the third summing block 30 can represent the current drive index 10.
  • the drive index 10 can be updated in real-time, and can have a continuous value in a range, for example, the range 0-100 in the embodiment exemplified herein.
  • some events can result in an immediate reduction of the drive index 10; while other contributions may not have an immediate effect on the variation of the drive index 10.
  • a momentary acceleration due to the change in position of the accelerator pedal, after a period of cruising speed, may not result in an instantaneous increase of the drive index 10 and, therefore, an instantaneous change of the drive mode.
  • this variation can occur if high speeds are reached and/or this acceleration is maintained for a relatively long time.
  • the drive index can be used for:
  • Figures 4A and 4B represent possible pre-defined maps, for an ecological driving style and a sport driving style, respectively.
  • a percentage indicative of the position of the accelerator pedal is represented, and on the ordinates a requested torque in Nm.
  • the represented curve can vary according to the required drive mode:
  • the accelerator pedal becomes more sensitive by changing the drive mode towards a sport mode.
  • other actuators can behave with stepped movements, and, therefore, only activate in a predetermined drive mode: for example, exhaust valves that are only activated upon activation of the sport drive mode.
  • other actuators could become more rigid, as in the case of a vehicle steering that can become more rigid in sport drive mode.
  • certain environmental and infrastructural parameters can be taken into account when calculating the drive index 10, in order to preserve driver safety. These parameters can affect the drive index, optionally allowing the increase of vehicle performance (for example, activation of a sport mode) only when the environmental and infrastructural conditions allow it: for example, absence of snow on the ground, or availability of a road that is not dangerous and/or not busy. Therefore, these environmental parameters can be used for calculating the corrective factor in the reduction block 28.
  • biometric signals indicating a driver's psychophysical state can be used in calculating the drive index 10. Also in this case, these biometric signals can be used for calculating the corrective factor in the reduction block 28.
  • the driver can view the drive mode in which the vehicle is found through communication tools and a series of indicators, for example, cluster, central display, ambient lights, and sound signals.
  • a series of indicators for example, cluster, central display, ambient lights, and sound signals.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Human Computer Interaction (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Claims (13)

  1. Procédé de commande du comportement dynamique d'un véhicule, le procédé comprenant :
    - la réception d'une pluralité de signaux d'entrée (12), indicatifs d'un comportement d'une pluralité de composants de véhicule pouvant être actionnés par un utilisateur,
    - la transmission d'une pluralité de signaux de commande à une pluralité d'actionneurs, configurés pour modifier le comportement dynamique du véhicule,
    - le calcul (1, 2), en fonction de ladite pluralité de signaux d'entrée (12), d'un indice de conduite (10) variable en continu entre deux valeurs extrêmes, indicatives d'un style de conduite sportif (S) et d'un style de conduite écologique (E), respectivement,
    - la modulation de ladite pluralité de signaux de commande en fonction dudit indice de conduite (10) calculé,
    le procédé étant caractérisé en ce qu'il comprend :
    - la réception de signaux biométriques (17) de capteurs appliqués à l'utilisateur, les signaux biométriques (17) étant indicatifs d'un état psychophysique de l'utilisateur, dans lequel l'état psychophysique de l'utilisateur comprend au moins l'un d'un rythme cardiaque de l'utilisateur, d'un niveau de fatigue de l'utilisateur et d'une position du corps de l'utilisateur,
    - le calcul d'un facteur de correction biométrique, si lesdits signaux biométriques (17) révèlent une condition qui entraîne une augmentation du danger de conduite, et
    - la variation de l'indice de conduite (10), vers la valeur extrême indicative d'un style de conduite écologique (E), d'une valeur égale au facteur de correction biométrique.
  2. Procédé selon la revendication 1, comprenant au moins l'un de ce qui suit :
    - le calcul d'un ensemble de dérivées (18) de signaux dans la pluralité de signaux d'entrée (12), et/ou
    - le calcul d'un ensemble d'intégrales (20) de signaux dans la pluralité de signaux d'entrée (12),
    moyennant quoi le procédé comprend le calcul dudit indice de conduite (10) en fonction de ladite pluralité de signaux d'entrée (12) et/ou dudit ensemble de dérivées (18) et/ou dudit ensemble d'intégrales (20).
  3. Procédé selon la revendication 2, comprenant :
    - le calcul de différences entre des valeurs actuelles et des valeurs précédentes des signaux dans la pluralité de signaux d'entrée (12),
    - si lesdites différences dépassent des seuils prédéterminés respectifs, la définition de drapeaux respectifs,
    - le calcul d'au moins un premier facteur de correction en fonction desdits drapeaux respectifs, et
    - la variation de l'indice de conduite, vers la valeur extrême indicative d'un style de conduite écologique (E), d'une valeur égale audit au moins un premier facteur de correction.
  4. Procédé selon l'une des revendications précédentes, dans lequel ladite pluralité de signaux d'entrée (12) comprend un sous-ensemble de signaux, indicatifs de l'activation d'au moins un composant du véhicule par l'utilisateur,
    et dans lequel le calcul dudit indice de conduite (10) comprend :
    - si au moins un signal dans ledit sous-ensemble de signaux indique l'absence d'activation d'au moins un composant du véhicule, le calcul d'au moins un deuxième facteur de correction en fonction de l'au moins un signal dans ledit sous-ensemble de signaux, et
    - la variation de l'indice de conduite (10), vers la valeur extrême indicative d'un style de conduite écologique (E), d'une valeur égale au deuxième facteur de correction.
  5. Procédé selon l'une quelconque des revendications précédentes, comprenant la variation de l'indice de conduite (10), vers la valeur extrême indicative d'un style de conduite écologique (E), si l'activation de l'au moins un composant indique que l'utilisateur active un ou plusieurs système(s) d'aide à la conduite automatique.
  6. Procédé selon l'une quelconque des revendications précédentes, comprenant l'affichage de l'indice de conduite (10) et/ou du mode de conduite actuel par l'intermédiaire d'outils de communication et/ou d'un ou de plusieurs indicateur(s), de préférence sur un dispositif d'affichage du véhicule.
  7. Procédé selon l'une quelconque des revendications précédentes, comprenant :
    - le calcul d'un troisième facteur de correction, si au moins une condition d'anomalie est déterminée (14), et
    - la variation de l'indice de conduite (10), vers la valeur extrême indicative d'un style de conduite écologique (E), d'une valeur égale au troisième facteur de correction.
  8. Procédé selon l'une quelconque des revendications précédentes, comprenant :
    - la réception d'informations sur la position du véhicule et/ou les conditions météorologiques par rapport à la position du véhicule (17),
    - le calcul d'un quatrième facteur de correction, si lesdites informations révèlent que le véhicule se trouve dans des situations dans lesquelles la prudence est recommandée, et
    - la variation de l'indice de conduite (10), vers la valeur extrême indicative d'un style de conduite écologique (E), d'une valeur égale au quatrième facteur de correction.
  9. Procédé selon l'une quelconque des revendications précédentes, dans lequel lesdits signaux reçus (16) comprennent au moins l'un de ce qui suit :
    - la vitesse du véhicule,
    - les accélérations longitudinale et/ou latérale du véhicule,
    - un signal indiquant un rapport engagé,
    - un signal indiquant une pression appliquée sur la pédale d'accélération,
    - un signal indiquant une pression appliquée sur le frein,
    - un signal indiquant un mouvement de direction du véhicule.
  10. Procédé selon l'une quelconque des revendications précédentes, dans lequel lesdits signaux de commande comprennent au moins l'un de ce qui suit :
    - des signaux de commande du moteur du véhicule,
    - des signaux influençant la logique de boîte de vitesses du véhicule,
    - des signaux influençant la gestion de la répartition de couple sur les essieux du véhicule,
    - des signaux qui influencent le comportement du châssis,
    - des signaux qui influencent le comportement de l'échappement,
    - des signaux qui influencent la position des sièges du véhicule,
    - des signaux de commande de composants sonores et/ou visuels dans le véhicule.
  11. Produit de programme informatique pouvant être chargé dans la mémoire d'au moins une unité de traitement (1, 2) et comprenant des parties de code logiciel pour réaliser les étapes du procédé de l'une des revendications 1 à 10.
  12. Dispositif comprenant une unité de traitement pour commander le comportement dynamique d'un véhicule, l'unité de traitement étant configurée pour effectuer les étapes du procédé de l'une quelconque des revendications 1 à 10.
  13. Véhicule, comprenant :
    - un dispositif selon la revendication 12,
    - une pluralité de composants qui peuvent être activés par un utilisateur du véhicule,
    - un ou plusieurs capteur(s) pouvant être appliqué(s) à l'utilisateur du véhicule et configuré(s) pour fournir des signaux biométriques (17) indicatifs d'un état psychophysique de l'utilisateur, dans lequel l'état psychophysique de l'utilisateur comprend au moins l'un d'un rythme cardiaque de l'utilisateur, d'un niveau de fatigue de l'utilisateur, et d'une position du corps de l'utilisateur, et
    - une pluralité d'actionneurs pouvant être commandés par ledit dispositif, configurés pour modifier le comportement dynamique du véhicule.
EP18160709.4A 2018-03-08 2018-03-08 Procédé et dispositif de régulation de comportement dynamique d'un véhicule, produit-programme d'ordinateur correspondant et véhicule Active EP3536576B1 (fr)

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FR3137042A1 (fr) * 2022-06-22 2023-12-29 Psa Automobiles Sa Procédé et dispositif de gestion du fonctionnement d’un véhicule automobile selon le comportement de conduite éco-responsable de son conducteur

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